Automatic starting device



Aug. 15, 1939. R. H. HILL- ET AL 2,169,247

AUTOMATIC STARTING DEVICE Original Filed Nov. 17, 1950 I f/////////// u//m (ll/mummy; Es mu/ 47,

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KENNETHPELHKE,

Patented Aug. 15, 1939 UNITED STATES PATENT OFFICE Robcrt'H. Hill, Anderson, Ind., and Kenneth R.

Blake, Detroit, Mich.

Application November 1'7, 1930, Serial No. 496,162 Renewed September 16, 1937 19 Claims.

Our invention is concerned with automatic starting devices for internal combustion engines. More specifically, this invention relates to a device of this kind which will start the engine when the ignition switch of the engine is closed and.

which will automatically operate to restart the engine should it stop while the ignition switch remains closed.

A device of this general type is shown in the copending application of Kenneth R. Blake, Serial No. 474,860, filed August 12, 1930. That application disclosed an automatic starting device for use in connection with an engine-starter unit of the type in which the electric motor of the.

starter unit is operatively connected to the engine by the operation of the starter-motor, as in the well known Bendix drive. This application differs from the aforesaid Blake application in that it describes a starting device adapted to be starter-motor is first operatively connected to the engine and then connected to a supply of current.

In an engine-starter of the type last mentioned, it is of the utmost importance to prevent actuation of the engine-starter when the engine is already'running. For this reason, it is our main object to incorporate in an automatic enginestarting device means which will prevent operation of the starter at any time except when the engine is completely stopped.

In the usual form of engine-starter with which this application is concerned, the starter-motor is operatively connected to the engine through the medium of a pinion which is rotated by the starter-motor and which is axially slidable intoand out of mesh with a gear that rotates with the engine. The electrical circuit including the starter-motor also includes a controlling switch arranged to be closed upon movement of the starter-pinion into mesh with the aforesaid gear.

In using our automatic starting device with such an engine-starter, we employ electro-magnetic means for moving the starter-pinion into mesh with-the engine-gear, and we connect this electro-magnetic means in such a manner that it w ll be actuated when the ignition switch of the 55 mented by a safety device which serves to prevent used with starters of the type. in which the.

actuation of the engine-starter should the deenergizing means fail to function while the engine is running. For a purpose which will be set forth hereinafter it is desirable that this safety device be so associated with the de-energizing means that it does not become operative until after the tie-energizing means has operated.

The accompanying drawing illustrates our invention: Figs. 1 and 2 are diagrammatic illustrations of two different embodiments of our invention; and Fig. 3 is a sectional view through a relay such as is embodied in the system illustrated in Fig. 2.

One type of engine-starter with which our present invention is adapted to be associated is illustrated in Fig. 1. It comprises a startermotor ID, the armature shaft II of which carries a pinion l2 that rotates with the armature shaft and is axially slidable thereon into and out of mesh with a gear l3 which rotates with the engine. For the purpose of shifting the pinion 12, a pivoted shifter fork I4 is provided, this shifter fork engaging a collar l5 which, like the -pinion I2, is axially slidable on the armature shaft H of the starter-motor ID. Usually, a yielding thrust-transmitting connection is provided between the shifting collar l5 and the pinion 12 in order to avoid interrupting movement of the shifter fork I4 should the teeth of the pinion l2 meet the teeth of the gear l3 in endto-end engagement.

The starter-motor i0 is connected to a battery l 6 through a suitable switch ll, this switch being so positioned that it is engaged and closed by the shifter fork l4 when such shifter fork is operated to move the pinion l2 into mesh with the gear i3.

For the purpose of automatically operating the engine-starter, we provide a solenoid Elihaving a core 29 operatively connected to the shifter fork i l. A spring 22, also operatively connected to the shifter fork M, tends to hold it in such a position that the pinion 62 will be out of mesh with the gear i3, as shown in Fig. l. The solenoid is arranged in such a manner that upon its energization the core 25 will be drawn into it and will move the shifter fork to cause engagement of the pinion l2 and gear l3 and to close the switch ii to actuate the starter-motor it.

The solenoid 26 is connected to the battery 16 through a switch 24 which also serves as the switch controlling the ignition system 25 of the engine. It will be evident, therefore, that when the switch 24 is closed the solenoid 20 will be energized. Upon energization of the solenoid 20,

the core 2| is drawn into it to swing the shifter fork l4 in such a direction that the pinion l2 will be moved into engagement with the gear l3. This movement of the shifter fork also serves to close the switch IT, thus completing the circuit from the battery to the starter-motor l and causing the shaft thereof to rotate to crank the engine.

Automobiles generally include a generator 27 which is driven from the engine and which serves to charge the battery I6. The connection between the generator 21 to the battery l6 is usually controlled by a cut-out 28 which breaks the connection between the generator and the battery when the engine is at rest or is running at a speed so low that the generator 21 does not generate a predetermined minimum current.

In the device illustrated in Fig. 1, we employ current from the generator 21. to effect de-energization of the solenoid 20 when the engine begins to run under its own power. To this end we connect across the terminals of the generator 27 the winding of a relay 29. The relay 29 has fixed and movable contacts 30, and 3| which are connected in the circuit of the solenoid 20 and which are in engagement with each other when the relay 29 is not energized but which are separated when such relay is energized.

Following the starting of the engine which results from energization of the solenoid 20, the generator 27 begins to generate current; and

when this current has reached a predetermined value, the relay 29 will be energized to move the contact 3| out of engagement with the contact 30, thus interrupting the supply of current to the solenoid 20. Upon the resultant de-energization of the solenoid, the spring 22 operates to swing the shifter fork H! in such a direction that the pinion l2 will be moved out of engagement with the gear l3 and the starter-motor switch I! will be opened.

Obviously, the relay 29 should have a'high resistance in order to prevent short circuiting of the generator 21.

' It sometimes, happens in the operation of an automobile that the engine-speed momentarily drops to such an extent that the current generated by the generator 27 would be insufiicient to maintain the relay 29 energized. If no means were provided for preventing it, this de-energization of the relay would close the circuit of the solenoid 20 and cause actuation of the enginestarter. The subsequent meshing of the pinion I2 and gear l3, while the engine is still running, would be objectionable in that it might cause serious damage to the engine-starter or to the gear I3.

To prevent the pinion |2 from being moved into veniently controlled by the partial vacuum in the intake manifold of the engine and operating to prevent movement of the pinion l2 into engagement withthe gear I 3 as long as the engine is running under its own power. One form of such a latch is illustrated in Fig. 1, where the solenoidcore 2| is shownas provided with a notch 35 adapted to receive a latch 36. The latch 36 is operatively connected to apiston 37 which is slidable in a cylinder 38, the cylinder 38 being connected to the intake manifold 36 of the automobile through a suitable tube 30 in such a manner that the vacuum within the intake manifold tends to move the latch 36 into engagement with the notch 35. A spring 6| acting onthe latch 36 or on the piston 37 tends to maintain the latch out of engagement with the notch 35.

The parts of the latch mechanism are shown in Fig. 1 in the position they occupy when the engine is at rest. When the ignition switch 24 is closed, the engine-starter is actuated and the engine begins to run under'its own power. As soon as this occurs, the pressure within the intake manifold 39 of the engine drops and causes the piston 31 to move in the cylinder 38 and to carry the latch 36 with it, the latch 36 moving toward engagement with the notch 35. If, at the time the latch 36 is so moved, the relay 29 has been energized and the solenoid 20 de-energized, the latch 36 will enter the notch 35. If, however, at the time the latch 36 moves toward engagement with the notch 35, the relay 29 has not been de-energized, the notch 35 will be out of line with the latch 36. In such circumstances, the latch 36 will rest against the side of the core 2|, being yieldingly held there by the efiect of the vacuum in the intake manifold 39; and when the relay 29 is later energized to efiect de-energization of the solenoid 20, the core 2| thereof will move outwardly to a position in which the notch 35 will be in alinement with the latch 36, and the latch 36 will enter such notch. As long as the engine continues to operate under its own power, thelatch 36 will remain in engagement with the notch 35 and will prevent any movement of the core 2|. As a result, even'if the engine speed should drop to such a point that the relay 29 would be de-energized to close the solenoid circuit, no movement of the core 2| could take place, and the pinion |2 would remain free from engagement with the.

gear l3.

It is to be noted that the latch 36 becomes operative to control the starter only after the relay 29 has been'energized to break the solenoid circuit. The latch, therefore, can have no efi'ect on the operation of the engine-starter during the cranking operation. s

The arrangement illustrated in Fig. 2 difiers from that illustrated in Fig. 1 largely in the substitution of a particular form of relay 45 for the relay 29 and suction-operated latch. The relay 45 is illustrated in detail in Fig. 3andisresponsive to both generator current and engine operation in order to prevent actuation of the engine-starter so long as the engine is operating under its own power.

They relay 45 comprises a shell 46 of magnetic material having a central core 4'! also of magcore 41 and the shell 46, there is located a winding 48, one end of which is conveniently grounded to the shell and the other end of which is connected to an insulated terminal 49. upper end, the shell 46 is provided with an in wardly extending annular flange 50. This flange and the upper end of the core 41 form the two poles of the electro-magnet.

Supported at and closing the upper end of the shell 46, we provide a diaphragm 52 of some flexible material, such as leather, which is impervious to air. At the center of the diaphragm 52 there is provided an armature 53 adapted to be drawn against the flange 50 and the upper end of the core 41 when the magnet-winding 48 is supplied with current.

Near its I 'netic material. In the annular space between the switch 24.

The core 41 of the magnet has an axial opening extending completely through it, this opening receiving a rod connected at its upper end to the diaphragm 52 and the armature 53 to move therewith. We provide below the armature 53 a compression spring 51 which acts between the core and the armature to force the armature and rod 55 upward.

The lower end of the opening through the core 47 is shown as enlarged for the reception of a valve-seat with which there co-operates a valve 6| that closes upwardly and that extends through the valve-seat toward the rod 55. A spring 62 associated with the valve 6| serves normally to maintain it in closed position. The

space below the valve-seat is in communication with the tube 40 leading to the intake manifold 39 of the engine.

To provide communication between the tube 40 and the space at the upper end of the shell 46 and below the diaphragm 52 when the valve 6| is open, the rod 55 is conveniently flattened and the armature 53 is provided with one or more openings 64.

The space above the diaphragm 52 is closed by a cover 65 which is provided with one or more openings 66 to effect communication with the atmosphere. The cover supports an insulated terminal 61 which is located in a central position in alinement with the rod 55. Normally, the spring 51 serves to hold the armature 53 in the position illustrated in Fig. 3 where it is out of engagement with the poles of the magnet, and also to hold the upper end of the rod 55 in engagement with the terminal 61.

The electrical connections which we employ when the relay 45 is used are illustrated in Fig. 2. The ignition system 25 is connected to the battery I6 through the ignition switch 24, as contemplated in the system illustrated in Fig. 1. The starter-motor I0 is also connected to the battery I6 through the switch ll. One end of the winding of the solenoid 26 is connected to the terminal 61 of the relay 45, and the other terminal of the solenoid winding is connected to the ungrounded pole of the battery l6 through the The casing 46 of the relay 45 is grounded, and the rod 55, by reason of its close association with the core 41, is therefore ground,- ed through the casing 46. If desired, a direct electrical connection between the rod 55 and casing 46 may be used. One end of the winding 48 is connected to the casing 46 and through it to ground, while the other end of the winding is connected to the terminal 49, this'terminal being in turn connected to the ungrounded pole of the generator 27.

The initial operation of the system illustrated in Fig. 2 is essentially the same as that of the system illustrated in Fig. 1. When the ignition switch 24 is closed, a circuit is completed from the ungrounded pole of the battery l6 through the ignition switch 24, solenoid-winding 20, terminal 5?, rod 55, and casing 46 to ground. The resultant energization'of the solenoid 20 causes the core 2| to move inwardly, thus rocking the shifter fork l4 and causing the pinion l2 to be moved into engagement with the gear l3. This rocking movement of the shifter fork also closes the switch H, which completes the circuit to the starter-motor l0, and the engine is cranked.

When the engine begins to run under its own power, the generator 21 begins to generate current which flows from the ungrounded pole of the generator through the winding 48 of the relay 45 to ground. When this current reaches a predetermined value, the armature 53, which has been held elevated by the action of the spring 51, is attracted toward and moved into engagement with the poles of the magnet.

This downward movement of the armature 53 has two results. In the first place, the rod 55, moving downwardly, is carried out of engagement with the terminal 61 thus interrupting the flow of current through the solenoid 20 and permitting the spring 22 to rock the shifter fork 14 to move the pinion 12 out of engagement with the gear l3 and to open the switch l1, thus stopping operation of the engine-starter. In addition, the downward movement of the rod 55 brings such rod into engagement with the stem of the valve 6|, thus depressing such valve and providing communication between the tube 45 and the space within the casing 46 and below the diaphragm 52. The decreased pressure which obtains in the manifold 39 while the engine is running is therefore-transmitted to the space below the diaphragm 52 and serves to hold the diaphragm depressed so long as the engine continues to operate.

When the engine is completely stopped, either by opening of the ignition switch 24 or for any other reason, the pressure within the intake manifold 39 increases to normal, and the flow of current through the winding 48 of the relay 45 ceases. As a result, the spring 57 operates to raise the armature 53 and the rod 55 to bring the latter into engagement with the terminal 6? and also to permit the spring 52 to close the valve 50. If stopping of the engine has resulted from some cause other than from opening the ignition switch 2 3-, engagement of the rod 55 with the terminal 6i will complete the circuit through the solenoid 2t and effect operation of the engine-starter. as aboveset forth.

So long as the engine runs under its own power, the circuit which includes the solenoid remains interrupted by reason of the disengagement of the rod 55 from the terminal 67. During operation of the engine, the rod 55 is held out of engagement with the the terminal 67 by two influences-namely, the magnetic force acting on the armature 53 and the differential pressure acting on the diaphragm 52. These two forces which act to hold the rod 55 away from the terminal El are, in general, oppositely affected by changes in operating conditions of the engine. When the engine is running very slowly with the throttle closed, the generator current which energizes the relay 45 may be small, but the intake-manifold vacuum, which acts on the diaphragm 52, is large. At high engine-speeds and with the throttle open, theintake-manifold vacuum may be low, but the generator current will be high. As a result, the solenoid circuit will be maintained in open condition as long as the engine is operating under its own power.

It is to be noted that the valve 6| is closed to prevent intake-manifold vacuum from acting on the diaphragm 52 during the cranking operation and until the engine begins to operate under its own power and to drive the generator 21 at a speed sufi'icient to cause the armature 53 to be moved downward under the influence of current in the winding 48. This is highly desirable, as the intake-manifold vacuum may be greater when the engine is being cranked than when the engine is operating under its own power; and if the manifold-vacuum were permitted to exert its influence on the diaphragm 52 during the cranking &

operation, it might operate to open the circuit of the solenoid 2t and thus render the starter inoperative before the engine had started. By providing the valve 6i and by arranging it so that it is closed until the engine has started, we prevent the occurrence of such a contingency.

The operation of the latch 36 'in the arrangement illustrated in Fig. 1 is much the same, as this latch is only operative after the engine has begun to run under its own power. cannot operate to modify or afiect the action of the starter during the cranking operation, its sole function being to prevent actuation of the starter while the engine runs under its own power.

We claim as our. invention:

1. In combination with an internal combustion engine having an intake manifold and an electrical system comprising a battery, a generator, and an ignition circuit including an ignition switch; an electric starting device for said engine, electrical means for controlling the operation of said starting device, a relay having a winding and normally closed contacts, said contacts being located in the circuit of said electrical means whereby such circuit will be interrupted upon energization of said relay, the winding of said relay being connected in circuit with said generator,

I and means controlled by the pressure in said intake manifold and operable only after energization of said relay by generator current for preventing operation of said starting device.

2. In combination with an internal combustion engine having an intake manifold and an electrical system comprising a battery, a generator, and an ignition circuit including an ignition switch; an electric starting device for said engine, electrical means for controlling the operation of said starting device, a relay controlling said electrical means and energizable to render said starting device inoperative, said relay having a winding connected in circuit with said generator, and means controlled by the pressure in said intake manifold and operable only after energization of said relay by generator current for preventing operation of said starting device.

3. In an automatic starting device for an internal'combustion engine having an intake manifold, an engine-starter, automatically operated mechanism for rendering said engine-starter inoperative after the engine has begun to run under its own power, and means operable only after the actuation of said mechanism and responsive to the pressure in said intake manifold for maintaining said engine-starter inoperative.-

4. In an automatic starting device for an internal combustion engine, an engine-starter, an

electric generator driven by said engine, mechanism actuated by current from said generator for rendering said engine-starter inoperative, and means controlled by the engine and operable only after actuation of said mechanism for maintaining said engine-starter inoperative while the engine is running.

5. In combination with an internal combustion engine having an intake manifold and an electricalsystem comprising'a battery, a generator, and an ignition circuit including an ignition The latch 36' arcane? nected in circuit with said generator, and means controlled'by the pressure in said intake manfold and operable only after energization of said relay by generator current for preventing engagement of said contacts. I

6. In combination with an internal combustion engine having an intake manifold and an electrical system comprising a battery, a generator, and an ignition circuit including an ignition switch; an electric starting device for said engine, electrical means controlling the operation of said starting device, a relay for controlling said electrical means having a winding and normally closed contacts, said contacts being located in the circuit of said electrical means whereby such circuit will be interrupted upon energization of said relay, the winding of said relay being controlling the operation of said starting motor,

a magnetic switch for controlling the energizationof said electromagnet and having normally closed contacts in circuit with said electromagnet whereby the starting motor is rendered inoperative on opening of said switch, means responsive to engine suction for holding the switch contacts open, means for preventing the cornmunication of engine suction to said suction responsivemeans, and mechanism operable by the engine for rendering said last named means ineffective.

8. Engine starting apparatus for internal com bustion engines comprising a current source, an electric starting motor, an ignition switch, an electromagnet for effecting the connection of the current source with said starting motor, a magnetic switch having normally closed contacts in circuit with said electromagnet and said ignition switch whereby the starting JIlOtOI is rendered operative when the ignition switch is closed andis rendered inoperative on opening of said magnetic switch, means responsive to engine suction for holding the switch contacts of said magnetic switch open, means for preventing the communication of engine suction to said suction responsive means, and mechanism operable by the engine for rendering said last named means ineffective.

9. Engine starting apparatus for internal combustion engines comprising a currentsource, an electric starting motor, an electromagnet for effecting the'connection of the current source with said starting motor, a magnetic switch having normally closed contacts in circuit with said electromagnet' whereby the starting motor is rendered inoperative on opening of said switch, a generator, means responsive to engine suction for holding the switch contacts open, means for preventing the communication of engine'suction to said suction responsive means, and mechanism operable by the generator for rendering said last named means ineffective.

10. Engine starting apparatus for internal combustion engines comprising a current source, an electromagnet for effecting connection of the current source and the starting motor, a switch arcane? having contacts in circuit with the electromagnet whereby said starting motor may be rendered effective when said switch is closed but is always ineffective when the switch is open, a generator, means responsive to engine suction for holding the switch contacts open, means for preventing the communication of engine suction to said suction responsive means, and means operable by the generator for rendering said last named means effective.

11. Engine starting apparatus for internal combustion engines comprising a current source, an electromagnet for effecting connection of the current source and the starting motor, a switch having contacts in circuit with the electromagnet whereby said starting motor may be rendered'effective when said switch is closed but is always inefiective when the switch is open, a generator, means responsive to engine suction for holding the switch contacts open, means for preventing the communication of engine suction to said suction responsive means, a solenoid so connected with the generator as to be energized thereby for opening said switch and means operated by the solenoid for rendering said preventing means ineffective.

12. Engine starting apparatus for internal combustion engines comprising a battery, an electromagnet for effecting connection of the battery and the starting motor, a switch having contacts in circuit with the electromagnet whereby said starting motor may be rendered eiTective when said switch is closed but is always ineffective when the switch is open, a generator, means responsive to engine suction for holding the switch contacts open, means for preventing the communication of engine suction to said suction responsive means, a solenoid so connected with the generator as to be energized when the generator is running at sufficient speed to charge the battery for opening said switch and means operated by the solenoid for rendering said preventing means ineffective.

13. Engine starting apparatus for internal combustion engines comprising a current source, an electric starting motor, electrically operated mechanism for rendering the starting motor in" operative after the engine has begun to operate under its own power, and suction operated means operable only after the operation of said electrically operated mechanism for preventing actuation of the starting motor as long as the engine continues to run.

14. Engine starting apparatus for internal combustion engines comprising a current source, an electric starting motor, a generator, means controlled by the generator for rendering the starting motor inoperative after the engine has begun to operate under its own power, and suction operated means operable only after the operation of said generator controlled means for preventing actuation of the starting motor as long as the engine continues to run.

15. Engine starting apparatus comprising a current source, a starting motor adapted to be electrically connected to said current source, a generator, a relay adapted to control the connection of the motor with the current source, said relay having a winding in circuit with the generator and adapted to be energized when the generator is operating at a predetermined speed, an armature adapted to be moved when the relay is energized to interrupt the connection between said our ent source and starting motor, a suction responsive member supporting said armature, and means for communicating the engine suction to said suction responsive member only after the movement of the armature on energization of the relay.

16. Engine starting apparatus comprising a current source, a starting motor adapted to be electrically connected to said current source, a generator, a relay adapted to control the connec tion of the motor with the current source said relay having a winding in circuit with the generator and adapted to be energized when the generator is operating at a predetermined speed, an armature adapted to be moved when the relay is energized to interrupt the connection between said current source and starting motor, a suction responsive member supporting said armature, means for communicating the engine suction to said suction responsive member, a valve normally preventing the communication of suction to said member, and means operated by the armature on energization of the relay for opening said valve.

17. Engine starting apparatus for automotive' vehicles comprising, in combination, a current source, a starting motor, a switch for effecting the connection of the current source with said motor, automatic means for controlling the operation of said switch, said means including a generator, an electromagnet controlled by the generator and adapted to open and close the switch and a positive lock for preventing any operation of the electromagnet when the engine is running under its own power, irrespective of the action of the generator.

18. Engine starting apparatus for automotive vehicles comprising, in combination, a current source, a starting motor, a switch for effecting the connection of the current source with said motor, automatic means for controlling the operation of said switch, said means including a generator, an electromagnet controlled by the generator and adapted to open the switch of the starting motor when the generator is charging at a predetermined rate, and means for positively locking the electromagnet in switch open position after it has been so moved by action of the generator and maintaining it locked in this position as long as the engine continues to run under its own power irrespective of the action of the generator.

19. Engine starting apparatus for automotive vehicles comprising, in combination, a current source, a starting motor, a switch for effecting the connection of the current source with said motor, automatic means for controlling the operation of said switch, said means including a generator, an electromagnet controlled by the generator and adapted to open the switch of the starting motor when the generator is charging at a predetermined rate and means operated by engine suction for positively locking the electromagnet in twitch open position after it has been so moved by action of the generator and maintaining it locked in this position as long as the engine continues to run under its own power irrespective of the action of the generator.

ROBERT H. HILL. KENNETH R. BLAKE. 

